Locomotive.



F. J. DOYLE.

LOOOMOTIVE;

APPLICATION FILEDIEB. 21, 1910.

Patented Dec. 16, 1913.

2 sums-sum 1.

COLUMBIA PLANOGRAPH C0,, WASHINGTON, D. c.

F. J. DOYLE.

LOGOMOTIVE.

APPLICATION FILED FEB. 21, 1910. 1,081,494, Patented Dec. 16, 1913.

- 2 SHEETS-SHEET 2.

COLUMBIA PLANOURAPH CO WASHINUTON. D. cv

EF H earns n- .N are.

LOCOMOTIVE.

Specification of Letters Patent.

Patented Dec. 16, 1913.

Application filed February 21, Serial lye. 54 5,12 O%.

T 0 all whom it may concern Be it known that I, FRaNo s J. DOYLE, a citizen of the United States,residing in the city of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in Locomotlves, of which the following is a specification.

This invention relates to improvements in locomotives and has among its salient objects to provide a construction which secures a maximum efficiency in the utilization of the generated heat units, and which obviates smoke, cinders, soot, etc; to provide a construction which substantially eliminates any pronounced cylinder exhaust through the stack; to provide a construction inwhich air is supplied to the fuel at points below and above the grate level and also at various points in the fire chamber; to provide a construction in which the fuel is distilled instead of burning directly as in ordinary construction of this character, and in which the air is introduced and thoroughly mixed with the distilled gases so as to substantially oxidize the latter; to provide a construction in which the normal cross sectional flue outlet area of the locomotive is reduced to a minimum whereby the distilled gases are detained within the fire zones until substantially consumed; to provide a construction in which a maximum portion of the heat units contained in the fuel are generated and a maximum portion of the heat units so generated effectively utilized in heating the boiler; to provide a construction which the main portion of' the are box is subdivided into what may be termed fuel combustion chambers by means of an inclined arch whereby the products of combustion are compelled to pass rearwardly and upwardly in the fire chamber, thus increasing their length of traverse over the boiler surface; to provide a construction which is readily adaptable to standard types of locomotives; and in general to provide an improved construction of the character referred to.

The invention consists in the matters hereinafter described and more particularly pointed out in the appended claim.

In the drawings Figure 1 is a fragmentary longitudinal vertical sectional view of a locomotive equipped with my invention; Fig. 2 is an enlarged transverse vertical sectional view taken on lines 22 of Fig. 1 and looking in the direction of the arrows;

asa whole the boiler shell, 2 the cab, 3 the ash pit, 1 the front end, 5 the fire chamber, 6, 6 the fire tubes or flues, 7 the stack, 8 the maindriving cylinders, 9 the steam pipe, and IO-the running board.

Inorder to prevent any pronounced draft through the fire zones, the exhaust nozzle 11 is provided with an extension 12, which extends into the base of the stack 7, thus preventing the exhaust steam from pulling the products of combustion forcibly through thestack as in the present construction. For a generally similar purpose the front or outlet end of each tube 6 is provided with a plug 18, tapered inwardly as shown more clearly in Fig. 3, and provided with a small or restricted outlet aperture 14. It is apparent that these plugs restrict the cross sectional outlet to a relatively small area, so that the passage of the gases of combustion through the fiues is materially retarded. This is also assisted by the fact that the stack draft is substantially eliminated.

In the present construction the fuel, as heretofore stated is distilled. To this end means are provided for supplying air to various parts throughout the combustion zones and if desired under pressure. Accordingly, upon the running board 10, is m n ed a re at ve y ma l stea en ine which is provided with a supplypipe 16, leading to a steam fountain 17 mounted in the cab 2. This pump is controlled by suit able valve mechanism in a well known manner. In the rear end of the cab is mounted an air fan 18, driven from the engine 15, by means of driving belts 19 and 20, trained around suitable sheaves or pulleys. To the fan is connected an air pipe 21, which delivers air to nozzles 22 and 23, by means of suitable connections 24 and 25. These pipes are controlled by valve mechanism 26. The nozzle 22, leads to the upper end of the fire chamber and the nozzle 23, to the ash pit. Air may also be supplied to the front end of the ash pit by means of an air pipe 27 and at points above the grate by means of inlet pipes 28.

As a feature of the present invention the fire chamber is divided into two Zones by means of an arch designated as a. whole 29.

In the present instance this wall is formed by a series of transversely extended water tubes 30, which communicate at either end with the water legs 31, of the boiler and support fire bricks or tiling 32. As seen more clearly in Fig. 1, this arch extends from the lower end of the flue sheet 33, rearwardly and slightly upwardly but terminates some distance short of the rear end of the fire chamber. It is apparent that the gases of distillation as arise from the fuel body must enter the rear end of the combustionchamber 34, and in effect perform a back and forth traverse before they enter the fines. The section between the rear end of the bridge wall 29 and the rear wall of the fire chamber forms a restricted passageway through which the hot products of combustion from the burning coal on the grate and the gases resulting from coking of the fuel over the grate must pass, thus to become thoroughly mingled. The mixture of hot products of combustion and gases receive an available supply of oxygen from the air inlet pipe 22 directing air at said restricted passageway, the mixture then spreading through the combustion chamber above the bridge wall, and the gases being entirely consumed before reaching the fiues of the boiler. The chamber between the grate and the bridge wall is entirely closed to the escape of gases and hot products of combustion, except at the rear end and through the restricted passagewayreferred to. It should be noted that the supply of air with the distilled gases can be regulated so as to secure the most eflicient results. In practice it has been found that not only will a rela tively larger number of contained heat units be generated but that a major portion of the heat units so generated are effectively utilized. None of the present constructions even approximate such a desideratum.

In operation a relatively deep bed of fuel should be maintained at all times in the fire box and the air should be supplied to the fuel at a nominal pressure and in such manner as to cause distillation instead of a direct burning. It is to be noted that the distilled gases are ignited directly by the initial fiame from the fuel and are retarded within the fire zones until oxidized and their heat efficientl'y utilized instead of passing out through the stack.

The invention is not limited to the details of construction shown,.except as set forth in the appended claim.

I claim as my invention:

In a locomotive, the combination with a fire chamber, an ash pit, and a grate between said ash pit and fire chamber, of an arch extending transversely across said fire chamber rearwardly and upwardly from the front wall thereof and terminating a short distance of the rear end of the fire chamber to divide the latter into a fuel space below the arch and a combustion space above the arch, fiues extending from said combustion space, means for forcing air into the ash pit and into the fire chamber adjacent the rear end of said arch, means for forcing air into the front end of said fuel space and into the fuel therein, the fuel within said fuel space being distilled and the gases of distillation being mingled with the air delivered into the fuel body and said combined air and gas being restricted to flow rearwardly through said fuel chamber and about the rear edge of said arch before reaching the combustion chamber, and receiving further air supply from the air inlet adjacent the rear end of said arch.

FRANCIS J. DOYLE. Witnesses:

G. A. MASON,

FRANK L. BELKNAP.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

